Not doing a word by word as I'm not Danish myself, and to Norwegians, Danish sounds like someone is trying to speak Norwegian with a potato in the mouth... :)

They've run the rocket engine without any issues/problems. It's using synthetic rubber and N2O as fuel @ 7200km/h max. He claims that the engine is environmentally friendly and safe, which is important when man rating a rocket.

The aim is to give the passenger a visual experience, which is why they've chosen a transparent dome. He tells us the capsule is about the size of two oil barrels stacked on top of each other.

"When you're good with submarines, you can also build spaceships" or something similar to that is his claim @ 1:47. There are people doubting him, so he finishes of with "we'll see who laughs in the end"

Think I've managed to capture most of the info - Danish people are allowed to correct me!

Let me summarize the status of our engine development and reveal a little of what we think you should expect from CS engine department in future.

On the 14. June, we do the test no. 2 of our little rocket - HATV. We are just now beginning to cast the fuel in it and service the parts that wears out when firing. The large tank of nitrous oxide did as it should and runs just the same - there are still a few actual bar N20 from last time in it - and in this way, we know it is still perfectly clean inside.

HATV rocket is based on a concept that was developed in summer 2006 - and has proved very reliable and scalable.

The fuel is epoxy and oydationmedium is nitrous oxide. Both can be stored for many years. It has many advantages in small rockets that you can fill them up and then have them standing ready for as long as it takes to get everything else in place. This was why we initially chose to focus on the strategy of two rocket sizes - one what could form a bridge from the ordinary amateur rockets, and a large one for the very demanding task of sending 200 kg into space.

Today we know that it was healthy strategy and we have had a series of 10 successful tests.I am also certan that on the 14 June we will have the very last details in place with HATV. Thus, development work on such HATV rocket motor is concluded. We can fly!

Unfortunately, we can not use exactly the same technology for the large rocket HEAT.

Nitrous oxide is too light - it has too low density - around 700 kg / m3 - and it requires a pressure of 40 -50 bar to store it. This means overall that a tank for N20 weighs very much in comparison with the amount it can contain.

HATV engine is a perfectly example - it weighs 195 kg refueled without payload (10 kg) and 130 kg are deadweight. If we are to really flying high, we must find a better oxydationsmediuml - which has a higher density and which can be stored under a pressure that is more optimally. That will say lower pressures. For every bar I raise the tank pressure the tank becomes heavier - and what I gain in ISP or exhaust speed is negligible. We do not use turbo-pumps, but use the simple aerosol method. That makes the optimal working pressure rather low.

We can in practice only use LOX or liquid oxygen. Dinitrogen tetroxide or 90% hydrogen peroxide - is expensive, or toxic or even explosive - and in any case not particularly pleasant to deal with the actual quantities. LOX is - in this context - the lesser of two evils. Other rocket projects may have a different optima - and that can easily make LOX a less optimal choice - but I have no doubts about our choice.

LOX is stored pressure neutral, but cooled down to -182 C. It evaporates slowly and keeps the tempraturen constant even if heat flows into the tank where it is stored. With a desity of 1130 kg/m3 it is almost twice as dense as Nitrous Oxide. We choose to let the pressure increase to 17 bar in the tank - we does this by closing for the evaporation - so the pressure rises slowly to what one might wish. At 17 bar a discharge valve opens and the pressure is constant until we launch. We expect to use 5 bar to atomise LOX at the top of the burn chamber - and then we have a residual working pressure of 12 bar to burn. It gives us a specific impulse of 236 s with paraffin as a fuel - in any case theoretically - and I expect in practice around 90% of this.

It is - I must add - crazy high numbers. Outside the atmosphere the ISP for this combination is 365 s - only hydrogen has a higher ISP in practice - and it gives us the lowest density of all - 86 kg / m3.

Twice as much oxydationmedium. pr. l tank - at half the pressure - wich makes LOX much more effective than nitrous oxide - although it will be a challenge to operate with in the field. My experience with this has been relatively good - LOX is not as hard to handle as it is rumored to be- it can in no way be compared with the hassle of handling of liquid hydrogen.

HEAT in the drawings are just now 64 cm in diameter and will fully loaded hold 950 kg LOX and 390 kg paraffin fuel. We expect to be able to keep the deadweight of the surrounding rocket shell just under 500 kg. In HATV the propellant is nearly 40% of the rocket, in the HEAT, we can thus reach an initial weight off approx. 73% of is propellant.

I will go further into the description of the HEAT in my next post - which I hope will coincide with us readying the first piece of it - namely the 96 kg heavy grafitblock to be used for its - for amateures - unbelievably large rocket nozzle.

The first items from the laser-cut man have arrived and the wrap stands ready beside the roller bench on which the ship will take form before it is carried to the drop test. The dome on the nose of the ship arrives from Holland in the near future, bought by a sponsor,.

It is called a 'boilerplate' ... that is a prototype designed to sit on the first HEAT rocket (with a dummy inside). Many changes has been made recently to the spaceship. Most of these changes have conserned optimization or simplification.

Production will be on full time until the drop test of the ship in late summer 2009. I have prepared a document describing our wishes and requirements for a drop test, which is now in the hands of the nice people who have shown interest in helping us with a lift from a helicopter.

The plan is to throw the ship over Danish waters from about 3 km altitude. Thus we have time to see the ship in free-fall, the orientation and in slowing from the drogue in 2 pin positions and the maximum deceleration from the 3 main parachutes until it hits the water.

The ship was christened Tycho Brahe ... First, in honor of the man himself, but also because it was Jens Martin Knudsen's desire to get a ship christened with just this name (though a mars-ship, but it is something).

Should any reading this and hold a human doll of 170 cm, whith moving parts, we would like to borrow it.